Speed-regulator for explosive-engines.



No. 710,647. Patanted Oct. 7, I902.

L. w. wmw.

SPEED REGULATOR FOR EXPLDSIVE ENGINES.

(Application filed June 11, 1901.)

(No Model.)

4 Sheets-Sheet L 3 WITNESSES THE yonms FEYERS co, won-,uma, wzsHlnuTom-m c4 No; '7|o,a47. Patented Oct. 7, I902.

. L. w. W.TRY.

SPEED REGULATORYFOR EXPLOSIVE ENGINES.

(Application filed June 11, 1901.)

'4 Sheets-Sheet 2.

flNo Model.)

o u n H H H UH H l l hl H u I I I I I I HH HI IJY WITNESSES N0. 7|0,647. Q Patented Oct. 7, I902.

L. W. WITRY.

SPEED REGULATOR FOB EXPLOSIVE ENGiNES.

(Application filed. June 11, 1901.)

4 Sheets-Sheet 3.

(No Model.)

WITNESSES: INVENZOR a /r W J Q. H

A7TOHNEX L. W. WITRY.

SPEED REGULATOR FOR EXPLOSIVE ENGINES.

(Application filed Jim 11, 1901. (No Model.) 4 Sheets-Sheet 4 No. 7l0,647. Patented Oct. 7, I902 WITNESSES I INVENTOH J E BY & AUG/THEY m: mums vzrzns cu Pnofauwm WASHINGTON, ay 0.

UNlTFD STATES PATENT OFFICE.

LOUIS WV. \VITRY, 0F NATERLOO, IOWA.

SP 'E D-REGULATGR FOR EXPLOSlt/E ENGlNES.

SPECIFICATION forming part of Letters Patent No. 710,647, dated October '7, 1902.

Application filed June 11. 1901.

T0 (LZZ whom it rncty concern:

Be it known that I, LOUIS W'. WITRY, acitizen of the United States of America, and a resident of the city of Waterloo, Blackhawk county, Iowa, have invented certain new and useful Improvements in Speed-Regulators for Explosive-Engines, of which the followingis a specification.

My invention relates to improvements in a combined igniter trip-guide and admissionvalve-locking device for gasolene-engines; and the object of my improvement is to provide means for locking the admission-valve of the engine and moving igniter trip-rod out of line with the igniter-hammer. 1 effect this object by the mechanism illustrated in the accompanying drawings, in which Figure 1 is a side elevation of a gasoleneengine equipped with my improvement. Fig. 2 is a plan view of the same. Fig. 3 is an end elevation of the same. Fig. 4 is a perspective view showing my combined admission-valvelocking device and igniter-trip in position on the engine. Fig. 5 is an end elevation. Fig. 6 is a detail view of the pump and connections, and Fig. 7 is a plan view of the governor and its connections.

Similar numbers refer to similar parts throughout the several views.

The drawings represent a gasolene-engine of a well-known type, having cylinder 18 upon a frame 29 and provided with an exhaustchamber 1 and admission-chamber 8, having the usual puppet-valves for admitting gas and for relieving the combustion-chamber of the products of combustion. The exhaust-valve has a stem 6 surrounded by a spring 5, while the admission-valve has a spring 4. surrounding its stem 9. A secondary rod 23 is rigidly connected at one end to the arm 10 and at its other end to an arm 2, the lower extremity of the latter being formed into a ring and slidable upon the admission-valve stem 9. The exhaust-valve stem 6 and said rod 23 are reciprocated by means of the connecting-rod 12, crank 31, and gearing and 16.

The electric igniter of a well-known form is indicated in Fig. 2 by the dotted lines, where 27 is an insulated electrode, and 28 is the contact-piece. The electrical igniter is operated by means of the vertical movement of the connecting-rod 12, said vertical moveberial No. 64,125. (No model.)

ment being communicated to the trip-rod 7 by means of the following instrumentalities. A link 17 is hung to said connecting-rod 12 and pivoted to one end of a lever 11, whose other end is fast on a rock-shaft 24, journaled through the frame 20, as indicated in dotted lines in Figs. 2 and 3. Within the frame and fastened to said rock-shaft is another lever 111, (practically a continuation of the first, except that it is not in true alinementtherewith,) which leads outward through an opening 290 in the frame and is pivoted to the lower end of the trip rod 7. A gasolenepump having a chamber 26 is also operated by means of the rock-shaft 24 and lever 25, connected thereto. The igniter trip-rod 7 is provided with a catch 30, which serves on contact from above to trip the igniter-hammer 20. The upper end of the trip-rod 7is slidable within a fork on the end of an arm 22, extending from the arm 2 horizontally parallel to the cylinder-head. A cross-piece 35 on the spindle of a belt-driven governor 13 engages a catch 34on the pivoted rod 33, and the latter engages a wedge 37 on the cross-piece 10, connected to the exhaust-valve stem 6, which holds the exhaust-valve open during one or more cycles after the engine has attained the desired speed. The spring 36 holds the rod 33 out of contact at other times. The dotted lines in Fig. 2 show position of igniter triprod 7 while the exhaust-valve is held open. At the time the exhaust valve stem 6 is pushed forward, opening exhaust-valve, the igniter trip-rod 7 is also pushed forward by means of the arm 22, rod 23, and arm 10. In this position the igniter trip-rod 7 is out of line with the igniter-hammer 20, allowing said trip-rod to move vertically without operating the electric igniter 27 and 28 during idle strokes. This method of cutting off the electrical current during such times as the exhaust-valve is opened by the action of the governor renders automatic switches or cutouts unnecessary and saves the battery from waste and also diminishes the wear of the igniting mechanism. lVhen the exhaust-valve is allowed to close, the igniter trip-rod 7 then moves back in line with the igniter-hammer 20. Just before the time of the impulse the igniter-hammer is pulled downward by the At the proper catch 30 on the trip-rod 7.

time for ignition the trip-rod 7 is forced away from over the igniter-hammer 20 by wedge 31 and pin 39, which contact when the arm 22 moves inward, thus allowing the igniter-hammer to fly up and strike movable electrode 28 and producing the igniting spark. The arm 22, rod 23, and arm 10 also serve to hold the admission-valve firmly to its seat While the engine is running on idle strokes, thus preventing a waste of gasolene because of closing of admission-valve and saving of gas by preventing the exhausting of the gas from the cylinder, which would occur otherwise if admission-valve were not kept closed during idle strokes, and it also permits the admissionvalve spring 4 to be adjusted with a very slight tension while exhaust-valve is closed, allowing the engine to freely draw in a full charge, thereby developing the greatest possible amount of power.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. A combined igniter trip-guide and admission-valve-lockin g device for gasolene-engines, consisting of a combination of an exhaust-valve, an admission-valve, an exhaustvalve stem, an admission-valve stem, springs surrounding said valve-stems adapted to retain the valves on their seats, an arm slidable upon said admission-valve stem for increasing the tension on admission-valve spring When exhaust-valve is open, an igniter, an igniter trip-rod having a catch and wedge for effectin g contact with and releasing igniterhammer, means for guiding said igniter triprod in its horizontal and vertical movements, and means for com municating horizontal and vertical reciprocatory movements to said igniter trip-rod, all substantially as shown and described.

2. A combined igniter trip-guide and admission-valve-lockin g device for gasolene-engines, consisting of a combination of an exhaust-valve stem, an admission-valve stem, puppet-valves attached to said valve-stems, springs surrounding said valve-stems, an arm slidable upon said admission-valve stem for increasing the tension on said ad mission-valve spring when exhaust-valve is open, means for imparting a reciprocatory movement to said valve-stems, an igniter, an igniter trip-rod provided with a catch and wedge, and means for imparting vertical and horizontal reciprocatory movements to said igniter trip-rod, all substantially as shown and described.

Signed by me at Waterloo, Iowa, this 7th day of June, 1901.

LOUIS WV. vVITRY;

WVitnesses:

GEO. R. TURNER, HALooN G. TURNER. 

